Sharad Raldiris
March 10, 2010

OK, fine, it's true-I have lost my mind. But it's not my fault! Maybe if Associate Editor Johnson hadn't talked up the drama of who would be the first to put down 1,000 hp in the King of the Street competition, I might not have taken such drastic measures. By now, our annual King of the Street competition in Bowling Green, Kentucky, has come and gone. Perhaps someone finally broke through the magical 1,000hp barrier. (To find out, see "Crown and Smoke," page 42.) Regardless, we are pursuing that goal with the utmost urgency.

There are many strategies for building four-digit power, but with streetability as a prerequisite, the situation becomes complicated. Our chosen path involves making as much power as possible on the engine alone so that we can run a modest amount of boost. Doing so should yield a reasonable level of reliability. By our calculations, 600 naturally aspirated horsepower would require approximately 15 pounds of intercooled boost to meet our goal. The best way to achieve that level of power with the reliability of a daily driver is to pile on the cubic inches.

With that strategy in mind, we contacted some of the heavy hitters in the performance-racing industry to put together a rock-solid combination. One of the first calls went out to Mark O'Neal at Coast High Performance. Mark has been in the engine-building business for decades, so he knows a thing or two about making power. He recommended CHP's Dominator 428-inch, big-bore stroker kit. It includes a 4340 forged-steel crankshaft with a 4.000-inch stroke; 6.200-inch Probe H-beam rods with tool-steel wristpins; 4.125-inch-bore, reversed-dome Probe SRS forged pistons; Clevite bearings; and Perfect Circle piston rings. The rotating assembly was balanced at CHP, which saved us a step during the assembly process.

Next we spoke with Jesse Kershaw at Ford Racing Performance Parts, who suggested FRPP's M-6010-W351 block as our project was running just ahead of the introduction of that sweet, new Boss 351 block. The W351 is a cast-iron Windsor block with a 9.5-inch deck height, four-bolt main caps, Siamese bores, 2.749-inch main journals, and wet-sump oiling. Combined with the CHP Dominator kit, we were looking at a stout bottom end in need of a worthy crown.

Charlie Schmidt at Trick Flow is a friend from way back, so naturally we contacted him to discuss our project. His sage advice was to top our monster Windsor with Trick Flow's High Port CNC cylinder heads and Box-R-series intake manifold. The heads received Total Engine Airflow's 245cc package. As you might guess, these heads include 245cc intake runners, 2.100-inch stainless steel intake valves, 1.600-inch stainless exhaust valves, 70cc combustion chambers, and valvesprings that are good to 0.700-inch lift!

Speaking of 0.700-inch lift, these heads flow 351 cfm on the intake side and 269 cfm on the exhaust at that figure. The intake manifold is said to support up to 1,300 hp so it fits into the equation rather nicely. Trick Flow's Box-R upper manifold is a two-piece design that is easily separated to accommodate port work. It has a 90mm opening for the throttle body, so we contacted George Klass at Accufab to see what they had to offer. He suggested the company's F90MAX throttle body, which is CNC-machined from billet aluminum and polished to a show-car finish.

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The last major piece of the puzzle is the camshaft. There are many experts in the field of camshaft design, but it seemed like a good opportunity to work with Ed Curtis at FlowTech Induction. Ed's been in the business for decades and is a no-nonsense type of guy, to say the least. He confirmed that we were on the right track with our chosen hardware, and assured us that we would exceed our horsepower goal with FTI's tight-lash, solid-roller camshaft. This cam design is said to offer a best-of-both-worlds scenario, providing the additional power that solid-roller camshafts are known for, without the additional maintenance that typically scares away the average street/strip enthusiast. We won't go into specifics, but basically our camshaft is just under 0.700 inch of lift with a wide lobe-separation angle to retain boost in the cylinders rather than passing it through the exhaust during valve overlap. The lobe profiles favor the exhaust side since our car is boosted.

Ed gave us specific instructions on how to tailor our setup to work with his camshaft. He suggested stiffer valvesprings to handle the aggressive cam lobes, 3/8-inch pushrods for the increased spring pressure, and shaft rockers to maintain the proper valvetrain geometry under load. Ed also provided specific cam specs for us to pass along to Comp Cams. The fine folks there custom-ground our bumpstick from a billet core and set us up with complementary support gear-a cam retainer, timing chain, solid-roller lifters, and 3/8-inch pushrods.

Since Ed insisted that we use PAC Racing valvesprings with his FTI cam design, we called Chris Osborn at PAC. He was able to come up with a set of springs that matched our cam specs. He also sent valvespring seats, titanium spring retainers, and a really nice height gauge that PAC designed to accurately measure the assembled height of the spring package. The shaft-mounted rocker arms were surprisingly easy to find, as Coast High Performance has a system specifically designed for use with our Trick Flow High Port heads. The Probe Industries shaft rocker systems feature machined-aluminum rockers with dual-needle roller bearings that ride on aircraft-steel shafts bolted to steel stands.

With all of the major components of our long-block collected, we turned to Summit Racing Equipment for dozens of parts we needed to complete the package, including Cometic multi-layer-steel head gaskets, ARP fasteners, an FRPP oil pump and shaft, and a beautiful Moroso oil pan and pickup. I'm telling you, if you need a part, Summit Racing Equipment has it!

One last piece of billet goodness that we added to our engine was a crankshaft dampener from Innovators West. It is the company's 6.5-inch billet-aluminum dampener, set up for an internally balanced rotating assembly. Ours features an optional blower hub, which has a larger outer diameter to provide extra strength and resist cracking that can result from the load placed on the dampener by the ProCharger's massive cog-drive system. It is a direct fit for the crank snout but requires a larger front-cover seal, which was supplied.

To assemble this all-star list of engine components, we needed an all-star builder, and there was never any doubt as to whom we would call upon. For almost 60 years Ohio George Montgomery has operated George's Speed Shop in Dayton, Ohio, and his list of accomplishments is staggering. Early in his career, he gained international recognition within the drag racing community by campaigning his '33 Willys, known as the World's Wildest Willys. His Willys, along with the Malco Gasser and Mr. Gasket Gasser Mustangs, won him countless NHRA class wins, setting dozens of e.t. and mph records in the process. More recently, George was inducted into the International Drag Racing Hall of Fame and awarded the prestigious NHRA Lifetime Achievement Award. So this is the kind of person you want to build your engine! George and his son, Gregg Montgomery, put 100 years of combined engine-building experience to use with every engine they produce, so we are honored to have them on our team.

Follow the captions as we show how our big-inch small-block Ford came together, and stay tuned for a full dyno report in an upcoming issue.

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